Automatic train-stop.



A. P. SANBORN (EL R. 0. WILSON.

AUTOMATIC TRAIN STOP.

APPLICATION FILED JULY 22, 1915.

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STATES; PATN FFCE.

ARTHUR P. SANBORN AND BOY C. WILSON, 0 F OSSINING, NEW YORK, ASSIGNORSOF ONE-THIRD TO HORACE R. HORTON, OF HAYMOUNT, BRIARCLIFF MANOR, NEW

. YORK.

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AUTOMATIC TRAIN-STOP.

Patented Nov. 21, 1916.

Original appIication filed June 22, 1914, Serial No. 846,585. Dividedand this application filed July 22,

To all whom it may concern Be it known that we, ARTHUR P. SAN coax andROY C. lViLsoN, citizens of the United States, residing at Ossining, inthe county of lVestchester and State of New York, have invented certainnew and useful Improvements in Automatic Trainii'ltops; and we dodeclare the following to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which itappertains to make and use the same.

This invention generically relates to block signaling systems but moreparticularly to the mechanism disposed within the engine cab forarresting the travel of the locomotive or train as the case may be.

One object of this invention is to provide a simple and eflicientmechanism situated within the engine cab which, when actuated, willoperate the air valve and simultaneously record the time of suchoperation.

A still further object resides in providing a solenoid having means atthe opposite extremities thereof for coiiperation with an air valve andchronometer respectively.

Another and still further object is to pro vide a device of thecharacter specified which is simple, readily installed, and tlioroughly'dependable.

With these and other objects in view our invention consists of certainnovel details of construction, and combination and arrangement of partsto be hereinafter more partici'ilarly set forth and claimed.

In the accompanying drawings in which corresponding parts are indicatedby similar reference characters: Figure l is a l0ngitudinal verticalsection of our solenoid casing having in connection therewith adiagrammatic showing of the circuits in vol ved in our improved trainstopping mechanismgFigxQ is a transverse vertical section taken alongthe plane 22 of Fig. 1; Fig.

3 is a similar view taken on the line 33 of Fig. 1; Fig. -fl is ahorizontal section Serial No. 41,383.

beam having our improved switch housing depending therefrom and showingthe disposition of the movable arm with respect to the track magnets.Fig. 7 is a top plan view partially in section of a modified form of ourimproved train controlling and recording mechanism, having in connectiontherewith a diagrammatic showing of the means for energizing the motorand magnet, the latter being shown in inoperative position; Fig. 8 is asimilar view, the mag not used being shown in an operative position. v

In its present illustrated embodiment our invention, which is a divisionof our pending application Serial No. 846,585, filed June 22, 1914,embodies, a substantially rectangular casing 1 which may be locatedwithin the engine cab at any convenient point but preferably inproximity to the main air valve. This frame is provided with two doors 2and 3 together with air pipe'openings which are formed therein at planesat right angles to each other to provide passages for the auxiliary airpipes 5 and 6 extending from the main air pipes of the train. A valvehousing 7 provided with a rotary valve is disposed within said casing 1at the juncture of the two pipes 5 and 6, to connect the same, saidrotary valve, being formed with a horizontal longitudinally projectingstem 8 carrying an upright arm 9. 'TlllS latter arm, at a pointsuitablyspaced from its free extremity, is provided with a horizontalarm or extension 10 which is likewise provided with an upright arm 10 atits free end. A coiled spring 11 situated upon the extension 9 normallyholds the valve closed and arm 9 in a position substantially at rightangles to the air pipe 6. The upper extremities of both arms 9 and 10are reduced for a purpose to be hereinafter set forth. A solenoid 12 issuitably housed and supported within the upper portion of the casing 1,the central portion of said solenoid being substantially in alinementwith the reduced end of the arm 10. he core 13 of the solenoid 12 whichis fixed relative to the same. has a longitudinally extending recess 14.the outer end of which communicates with a contiguously formed openingin the sole after noid casing, while the inner end thereof opens into achannel 15, said channel forming a reduced continuation of the recess14. arranged in the recess 14 is a plunger 16 having at its extremitiestwo extensions 17 and 18. The extension 18 extends through the channel15 and, if the plunger 14 has been brought to its actuated positioanwillproject through an opening 19 formed in the back of the solenoid casingand in alinement with the channel 15 of the solenoid, and extend to apoint slightly to the rear thereof. If, however, the plunger is in itsnormal position the free end of the extension 18 will be disposed verynearly flush with the back of the solenoid 12. The remaining extension17 of the plunger 16 projects through the opening formed in the front ofthe solenoid casing and has its outer portion slotted as shown in Fig.4, and connected to the arm 10. The recess 14 is of such a length thatwhen the plunger 16 is brought to actuated position, the arm 10 will beoperated and the air valve completely opened. As this solenoidcompletely opens the air valve and thus brings the train to an immediatestop it will, for the sake of convenience, hereinbe referred to as anemergency magnet.

lVithin the casing 1, abutting the rear of the solenoid 12 is an angularcasing 21 provided with a downwardly swinging hinged cover 22 which maybe fastened by any suitable locking means so as to prevent tamper: ingwith the contents of the casing. A spring motor 23 mounted within thecasing 21 through a train of meshing pinions 24 rotates a removahlymounted shaft 25. Carried by the shaft 25 is a metallic disk 26 whichbears against a stop 27. A clock chart 28 is disposed upon the shaftadjacent the disk 26, said chart having therein twenty-four equaldivisions which correspond to the twenty-four hours of the day. Thesetwenty-four divisions may be further divided into halfhours or quarter,etc, as will be readily understood without further description. In theback of the casing 21 registering with the channel 15 in the solenoid 4is an opening 19 which is surrounded with an inwardly projecting spider30. Slidably supported by the spider 30 is a punch 31, the outerextremity of which is pronged. The punch 31 also carries a coiled spring32 so that after actuation it may be returned to normal position. TheL-shaped bar 33 depending from the top of the casing 21 is formed withan opening in its free end which coacts with the punch 33, forming ananvil for the latter. As the outer portion of the chart 28 rotatesintermediate the pointed end of the punch 31 and anvil 31 it will beobvious that if the punch is forced inwardly it will pass through thechart and into the opening and anvil 33,

thus indicating the time of the day at which the plunger 16 of thesolenoid 12 was actuated and the air valve opened.

Supported in front of the chart 28 is an ink or pencil marker 34, whichnormally bears against the face of the chart so that when the same hascompleted a revolution there will be an unbroken circuit thereon. Thismarker 34 is supported in proper position by a spring holder 35 which issecured at one extremity to the door 22 as at 36. The upper end of theholder 35 is engaged with the lower extremity of a holder actuating rod37 slidably mounted in guides 38. The free end of this rod projectsthrough the spider 30 and. into the path of the extension 18 of theplunger 16, so that when the latter is actuated the holder actuating rodwill also be operated and thus remove the marker from the face of thechart whenever the solenoid is energized. Hence each and every actuationof the plunger will cause a break in the circuit, and inform the traindespatcher the exact number of times the engineer permitted his train topass a danger signal. Moreover, as the marker holder is mounted upon thedoor 22, any attempt on the part of the engineer to tamper with themechanism inclosed in the casing 22 will be noticed, inasmuch as it willremove the marker from the face of the chart and break the circuit. Tolook the plunger in its actuated position, there is provided a springactuated catch 39 which engages a shoulder 40 formed on the plungerextension 17. A

hand release 41 enables the engineer to disengage the keeper 39 wheneverdesirable.

From the above it will be seen that whenever the emergency magnet orsolenoid 12 isenergized, the plunger 16 will be actuated, the air valveopened to apply the brakes, and the time of such application indicatedon the chronometer chart. Within the casing 1 adjacent the solenoid 12is another solenoid 42, the structure of which is identical with that ofthe solenoid 12 with the exception that the plunger 43 mounted in therecess 44 formed in the core of the solenoid, has but one extension 45.This extension 45 hasformed therein a slot 46 which receives the reducedend of the arm 9 hereinbefore referred to. The recess 44 is of lesslength than the recess 14, thus making the length of movement of theplunger 43 shorter than that of the plunger 16, and such that when saidplunger 43 is actuated, the valve 7 will be only partially Q way. Aswitch panel 47 vertically supported within the casing 1 upon suitablebrackets 48, carries two switches 49 and 50, and a terminal 51 for apurpose to be hereinafter referred to.

A battery 52 arranged within the cab at any convenient location, butpreferably under the engineers seat, supplies the necessary electricalenergy for the emergency and service solenoids 12 and 42 respectively,as well as for the signal lamp 53 which is'also mounted within the cabat a point most likely to attract the engineers attention.

Depending from the pilot beam of the engine is a hollow metal standard5%, and bolted to the lower extremity of the latter is an angularmetallic housing 55 having an opening 56 formed in one side thereof. Aright angularly shaped steel arm 58 having an enlargement at oneextremity is pivoted at its inner end within the casing 55 and projectsthrough the opening 56 in the latter, and extends in a plane at rightangles to the projecting portion sufficiently to pass above and belowthe service and emergency magnets hereinafter to be referred to.Adjacent the inner pivoted end of the arm 58 is an upwardly and rightangularly projecting branch 59, in the top of which is disposed a T-head60. Two pairs of resilient contacts 61 and 62 are mounted Within thecasing 55 in coiiperative relation with respect to the T-head so thatwhen the arm is actuated in one direction, one pair of the members ofsaid contacts will be brought into engagement and when said arm isoperated in the opposite direction the members of the other pair of saidresilient contacts will be brought into engagement as will be readilyunderstood without further description. Two equalizing coil springs 63fasten to the casing and to opposite sides of the branch 59 of themovable arm 58 and normally maintain the latter in a horizontalposition.

To energize the emergency and service solenoids, the latter are placedin circuit with battery 52 through the instrumentality of the resilientcontacts 61 and 62 as follows: If the movable arm 58 is actuateddownwardly the resilient contacts 61 will be brought into engagementwith each other so a that current will flow from the positive pole ofbattery 52 through conductor 65, resilient contacts 61, conductor 66, tothe terminal 51 on the panel within the casing 1, from whence it willpass through conductor 67 to oneterminal of the emergency solenoid 12,through said solenoid and conductor 67 to one terminal of the switch 50and thence through conductor 68 to the negative pole of battery 52. Thiscircuit energizes the emergency solenoid, actuates the plunger of thelatter, operates the air valve and simultaneously records the time atwhich said operation occurs. If, on the other hand, the movable arm 58is moved upwardly, the resilient contacts 62 will be brought intoengagement and the circuit will then be completed from the positive poleof battery 52 through conductors 69 and 70, resilient contacts 62,conductor 71, electromagnet 72, the purpose of which will be hereinafterset forth, conductor 73, lamp 53, conductor 74, to one terminal of aswitch 75. :From the other terminal of which switch it passes through aconductor 76 to one terminal of the service solenoid 42. From solenoid42 it passes through conductor 7 8 to the negative pole of battery 52. Ametallic keeper 79 is yieldably mounted within the casing immediatelyabove the electromagnet 72, and as the latter is energized, is attractedthereby and brought into engagement with the previously engagedresilient contacts 62 so as to lock the same in adjusted position. Assoon, however, as the magnet 72 is deenergized this keeper will returnto its normal position and release said resilient contacts as will bereadily understood without further description.

To permit the engineer to occasionally test the emergency magnet, thereis provided an auxiliary circuit for said emergency solenoid as follows:from the positive pole of battery 52 through conductors 69 and 80 to oneterminal of the switch 49 on the panel d7, the other terminal of thisswitch is connected by a conductor 81 to the terminal 51. From thisarrangement, it will be apparent that when the circuit d9 is closed acircuit will be compelled through the emergency solenoid so as toactuate the latter. For the purpose of actuating the movable arm 58carried by the locomotive, there is disposed at the entrance of eachblock a pair of electromagnets 82 and 83 respectively. These magnets arearranged in alinement and in planes vertically spaced so that the arm 58will pass above one of the magnets and under the other. Dependent onwhich of these magnets are energized, said arm will be actuated eitherupwardly or downwardly as the case might be. Inasmuch as the structureand operation of these track magnets are clearly set forth in my pendingapplication, Serial Number 846,588, filed June 22, 1914, it is thoughtto be unnecessary to say anything further in connection with the same.

From the foregoing it will be obvious that if the movable arm carried bythe locomotive is actuated to close the circuit of the emergency airmagnet, then the air valve will be completely opened and the train orlocomotive brought to an emergency stop, while at the same instant, thetime in which the signal was given is duly recorded. If,

however, themovable arm 58 is actuated so as to close the circuit of theservice solenoid,

then the. latter will beactuatedto partially. open the valve and bringthe train or 1000-. motive to an ordinary stop as will be read-.- ilyunderstood without further description.

As a modification we .may substitute for the two solenoids 12 and 42respectively disposed within the casing 1, a casing '1 which is suitablyformed so as to give ready access to its interior and mounted like theemer-.

gency solenoid 12 immediately to the rear of the casing 21. This casing1 hasformed in each end thereof a bearing opening 2*, said openingsbeing in alinement and registering with that in casing 21 for a purposehereinafter to be set forth. Extending lonr gitudinally of the casing 1with its extremities loosely mounted in the bearing openings 2 is ashaft 3. One extremity of the shaft 3 is extended as at 4 and pro videdwith an opening 5 to receive the re duced end of an arm 10whichisafiixed to,

the extension of the air valve. The other extremity of the shaft 3Pisadapted to protrude slightly beyond the end of the casing. 1. for apurpose. hereinafter to be re-.

ferred to.

Laterally extending arms 7- are integrally formed on the shaft 3adjacent one end of the casingand serve as an armature for a permanentmagnet hereinafter to be referred to. Also on the shaft 3 in spacedrelation to the arms 7 which for the sake of convenience willhereinafter be referred to as an armature, there isformed a stop 8 tolimit the movement of a disk 9 loosely mounted on the shaftintermediatethe armature and stop for a purpose hereinafter to appear. Within thecasing on opposite sides of the shaft 3 are standards 10?. Swivellysupported upon the upper extremities of the aforesaid standards is aU-shaped, permanent magnet 11 the extremities of. which are enlarged asat 12 for a purpose hereinafter to be referred to. This perma net 109and has its extremities in engagenent magnet is disposed immediatelyabove the shaft 3 and is formed with two supporting trunnions 13 and 13Afiixed to the. supporting trunnion 13 is a quadrant gear 14 whichmeshes with a pinion 15 keyed to the shaft of a suitablv supported,motor 16. The other trunnion 13 has keyed Each of the: disks 17- has onthe periphery thereof strip 17 of insulating material, the purposethereto two metallic disks 17 ment with the disks 17 As in themodificationunder consideration inafter to .be set forth.

one, the magnet 11 is inoperative.

nated, itbecomes apparentthat the casing 55 dependingfrom the pilot beamof the locolmotive requires but one pair of resilient contacts 22 whichare normally held in contact by the T-head 60 of the arm 58 when thelatter is in horizontal. position, so that when said arm is moveddownwardly the resilient fingers 221? will be disengaged to break thecircuit of the battery 23 in a manner here- To normally energize themotor 16 oneterminal of the latter is connected by a conductor 24 to oneof the resilient contacts 22, the companion contact being connected by aconductor 25 to the negative .pole of battery 23 while the positivepoleof this battery is connected by a conductor 26 to the other terminalof the motor 16*. From the circuit arrangement set forth it will be atonce obviousthat when the contacts 22 are in engagement, the motor 16will be energized, its shaft rotated, and the .magnet 11' actuated untilthe legs thereof are. disposed in a vertical plane.

When in this position, which is its normal When,

however, the .arm 58 has been actuated so as horizontal plane. When themagnet is in this position, owing to the fact that the resilient fingers19 are now in engagement with the metallicdisks 17, a circuit will becompletedfrom the positive pole of battery 23 through conductors 26: and27*, one of the resilient fingers 19 through the coil 21 on thepermanent, magnet 11*, thence through the. other finger 19 and throughmagnet, which in the meantime has been vmaterially strengthened byreason of the establishment of the circuit hereinbefore described;Therefore,since the shaft 3 is connected to the air valve and inasmuchas idlybrought into engagement with the en- -larged extremities of saidmagnet so as to quickly actuate the shaft 3 thus quickly completing theopening .of the air valve as will be readily understood without furtherdescription. Moreover, since the extremity of the shaft 3 is disposed inalinement with the opening 19 in the casing 21, as said shaft is movedhorizontally it will cooperate with the recording mechanism in a mannersimilar to the extension on the plunger 16 of the emergency magnetllel'GillbGfOlG referred to. lVhen the permanent magnet 11 has its legsdisposed in a vertical plane, or in other words is in inoperativeposition, the insulating material 17 on the disks 17 will be inengagement with the fingers 19 so as to break the battery circuitthrough the coil 21*; hence when the magnet is in an inoperativeposition its magnetic strength will be gr atly decreased as willbeunderstood with out further description. Also from the foregoing itwill be seen that we have provided a block signaling system which issimple, efficient, and one which will not only warn the engineer as wellas stop his train, but will also record each danger signal which hefails to heed.

Although we have described certain elements as best adapted to performthe functions allotted to them, nevertheless it is to be understood thatvarious minor changes as to form, substance, etc., may be resorted towithin the scope of the appended claim without departing from orsacrificing any of the principles of this invention.

We claim as our invention In a device of the character described, thecombination with a rotary air controlling valve having a stem projectinglongitudinally therefrom, and a pair of arms carried by said stem; of aservice and an emergency solenoid having relatively fixed cores therein,said cores being provided with recesses in their ends adjacent said armsand extending longitudinally of the former, the recess in the comet saidemergency solenoid being greater in length than the recess in the coreof said service solenoid, reciprocating plungers slidably mounted insaid recesses and having slots in their outer ends, said arms extendingthrough said slots to provide an operative connection between the formerand said plungers, the slot in the plunger of said emergency solenoidbeing greater in length than the slot in the plunger of said servicesolenoid, whereby said valve is operated independently by either of saidsolenoids, and means for energizing the latter.

In testimony whereof we have hereunto set our hands in presence of twosubscribing witnesses.

ARTHUR P. SANBORN. ROY 0. WILSON. l Vitnesses H. T. HORTON,

P. IIARDIMAN.

Zopies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, D. O.

